Intake-manifold for engines.



1. A. HALL. INTAKE MANIFOLD-FOR ENGINES.

APPLICATION FILED NOV-[5,1916- 1,260,895. Patented Mar. 26,1918

it "i JAMES HALL, OF ROCHESTER, NEW YCiRK.

INTAKE-MANIFOLD .ron ENGINES.

eanne's.

' ing is a specification.

The present invention relates to new and useful improven'ients in charge conveylng conduits for multi cylinder intetnalcombustion engines commonly known as intake manifolds, the invention having as its priniary object the provision of an intake manifold which delivers explosive charges to the various. cylinders of an engine simultaneously so that the central cylinders of an engine will not receive the charge before the endmost cylinders, thereby insuring an equal distribution of the explosive charges.

Another object ofi'my invention is to provide an intake manifold of the class described which may be applied to a multi-cylinder internal-combustion engine without material structural alterations of the power plant arrangement.

A further object of my invention is to provide an intake manifold of the class described which does not occupy more space than the manifolds now in use, it being possible tp install my improved'mam'fold on any multi cylinder internal combustion engine by obtaining the proper measurements and removing the old manifold andsubstituting therefor my improved manifold.

Other object and advantages not hereinbefore set forth will appear from the following detailed description and theclaim, taken with an inspection of the accompanying drawing, in which: Figure 1 is a side elevational view of a multi-cylinder engine showing the manifold of my inventionvapplied thereto;

Fig. 2 is a fragm'ental top plan view of the same; and

shown arranged in pairs, each pair being cast as an integral power unit.

Specification of Letters Patent.

Patented Mar. 26, 1918.

Application filed November 15, 1916. Serial No. 131,478.

A standard type of carburetor is shown and designated 11, the main conduit portion 12 of the manifold of my invention extending upward] Y from said ,carbureter. The manifoldis cesignated M in its entirety.

The upper end of the conduit- 12 is divided to form ap'air of longitudinally and oppositely extending conduit sections 13 and 14,

the free ends of which are bent toward the endmost pairs of cylinders as indicated at 15 and connected to the valve-housing of said cylinders as at 16.

The intermediate pair of cylinders is fed with explosive charges through the U-shaped conduitsection 17, one end of said conduit 17 being in communication with the conduit 12 at its upper end, the other end of said conduit section 17 being connected at 18 to the intermediate set of cylinders.

It is preferable that informing the con-.

duit section 17 the same be bent upon itself at a point one-half way the length of the conduit 13 or "14, said conduit section as bent lying in snug engagement with the adjacent conduit section, so that a charge pass- .ing from the conduit section 12 through the conduit section 17 must travel a distance equal the lengths of the conduit sections 13 and 14:, so that the charge for the interme' diate set of cylinders does not reach the same any sooner than the charge or charges for the endmost sets of cylinders.

The form of my invention shown in Figs.

' l and 2 and hereinbefore described is particularly adapted for use where the cylinders of a six cylinder engine are cast in pairs. However, when the cylinders are cast as separate units a slightly difi'erent arrangement of the intake manifold of my invention is required, this arrangement being shown in Fig. 3. Referring specifically to Fig. 3 the main intake conduit section is designated 19 and communicates with the longitudinally extending conduit sections 20 and 21 corresponding in'length. p

The free ends of the cone uit sections 20 and 21 are divided to provide a plurality of branches generally designated m and m, the same being the distributing conduit portions of the intake manifold and being iden- ,1,o5

tical in arrangement with the intake manisary. However, the branches of the sets m in viewiof the equal distribution of the and m which relatively correspond have been designated 22, 23 and 24, the endmost branches 22 connecting with the endmost cylinders, and the intermediate branches 23 and 24 connecting to the intermediate cylinders. Thus it will be seen that when all, of the pairs of branches 22, 23 and 24 are' than the endmost cylinders, which very I often causes choking of the engine when under heavy load. This will, of course, be impossible with the manifold of my invention charges afforded thereby. It will be readily apparent that my'improved manifold may. be as readily applied 'to an internal-combos,

tion engine of the present types as the older types of manifolds, no material structural alteration of the power plant arrangement being necessary. By employing a. U or V pipe section between the carbureter and a pair of the manifolds in Fig. 1 I am enabled 'to apply the device to a twelve cylinder engine aving cylinders cast in pairs. The

understanding of the construction, operas,

tion and advantages of my inventionmay be had, and while I have shown and described the device. as embodying a specific structure, I desire that it. be understood that such changes may be made in said structure as do not depart from the-spirit and scope of the invention as claimed. 7

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is: f

In an intake manifold for gasolene engines, a main conduit having a pair of horizontally disposed oppositely arranged branches extending laterally therefrom, the

free ends of said ranches being connected to the' endmost cylinders of an engine, an intermediate branch leading to the intermediate set of cylinders, and said intermediate branch being disposed in substantially a single, horizontal plane with the firstmentioned branchesand extending along one of the same and then bent upon itself to a point adjacent its jointure with the main conduit. a

testimony whereof, I affix my signature hereto. 

